Distributed electric drive system and electric vehicle

Abstract

A distributed electric drive system (400), comprising a dual-motor assembly (300), a first transmission group (100) and a second transmission group (200) which are integrated together, wherein the first transmission group and the second transmission group are arranged on two sides of the dual-motor assembly in the width direction of a vehicle; and the dual-motor assembly comprises an outer rotor motor (2) and an inner rotor motor (1) which is radially embedded into the outer rotor motor, wherein the inner rotor motor transmits power to wheels (9) on one side of the vehicle by means of the first transmission group, the outer rotor motor transmits power to wheels on the other side of the vehicle by means of the second transmission group, an input shaft of the first transmission group doubles as an output shaft (32) of the inner rotor motor, and an input shaft of the second transmission group doubles as an output shaft (42) of the outer rotor motor. Further provided is an electric vehicle. The distributed electric drive system can reduce the assembly space of the vehicle and improve the assembly efficiency of the vehicle.

Description

Distributed electric drive system and electric vehicle

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This disclosure claims priority to a Chinese patent application filed with the Patent Office of China on March 29, 2024, with application number 202410379570.X and entitled “A Distributed Electric Drive System and Electric Vehicle,” the entire contents of which are incorporated by reference into this disclosure. Technical Field

[0003] The present invention belongs to the technical field of new energy vehicles, and in particular relates to a distributed electric drive system and an electric vehicle. Background Art

[0004] With the rapid development of new energy vehicles, distributed electric drive systems have gradually become the core technology of current new energy vehicles due to their advantages such as flexible layout, compact structure, independent torque vector control and easy implementation of chassis modular design. It will also be the ultimate solution for realizing autonomous driving vehicles in the future.

[0005] However, distributed electric drive systems require each drive wheel to be equipped with an independent drive motor and a separate reduction gear mechanism, which places higher demands on the vehicle chassis layout. As a result, major automotive research institutions have begun to develop more miniaturized distributed electric drive layouts.

[0006] Through searching, the technical solution of "CN220281104U-A dual-motor drive system and electric vehicle" was retrieved. The dual-motor drive system in this solution includes a motor assembly, a coupling and a reduction assembly. The motor shafts of the inner rotor motor and the outer rotor motor in the motor assembly are arranged in parallel to reduce the space occupied inside the electric vehicle. The reduction assembly includes a first reduction assembly and a second reduction assembly, which are respectively connected to the motor shafts of the inner rotor motor and the outer rotor motor in a transmission manner. The structure of the reduction assembly includes parallel shaft, planetary, and offset shaft arrangement structures. The dual-motor drive system is provided with reduction assemblies of different structures, which can reduce the volume occupied by the dual-motor drive system in the vehicle and reduce costs. The first reduction assembly and the second reduction assembly are coupled and connected by a coupling. The coupling integrates the power of the two motors, solves the problem of limited torque output of a single wheel of the electric vehicle, improves the wheel's ability to get out of trouble, and is conducive to optimizing the efficiency of the drive system and improving the driving performance of the electric vehicle.

[0007] This patent is not conducive to cabin layout because the motor shafts of the inner rotor motor and the outer rotor motor are arranged in parallel, the gear transmission mechanism is complex in design and large in size.

[0008] Through searching, the technical solution of "CN220302640U- Reducer assembly, motor drive system and vehicle" was retrieved. The reducer assembly in this solution includes two symmetrically arranged reducers, each of which includes a primary gear set, a secondary gear set, an input shaft, an intermediate shaft and an output shaft. The primary gear set is assembled between the input shaft and the intermediate shaft, and the secondary gear set is assembled between the intermediate shaft and the output shaft, and the axis of the intermediate shaft is located on the upper side of the plane where the axis of the input shaft and the axis of the output shaft are located. The reducer assembly of the utility model realizes a lightweight design, with high transmission efficiency and NVH level, and also improves power density and driving experience. Since the drive motor, reducer shaft system and bearings are all arranged symmetrically in this solution, the total length of the electric drive assembly in the Y direction cannot be further shortened, which is not convenient for the layout of the entire vehicle.

[0009] In summary, the overall design size and weight of the distributed electric drive system in the existing technology are large, which is not conducive to the assembly and layout of the entire vehicle. Summary of the Invention

[0010] The present invention provides a distributed electric drive system and an electric vehicle, which improve the bottleneck problem of the X and Y direction layout of the distributed electric drive system on the chassis of a new energy vehicle, thereby reducing the weight and cost of the distributed electric drive system assembly, saving vehicle assembly space, and improving vehicle assembly efficiency.

[0011] In order to solve the above technical problems, the technical solution of the present invention is:

[0012] In one aspect, the present invention provides a distributed electric drive system comprising: an integrated dual-motor assembly, a first transmission group, and a second transmission group;

[0013] The first transmission group and the second transmission group are arranged on both sides of the dual-motor assembly in the width direction of the vehicle;

[0014] The dual-motor assembly includes an outer rotor motor and an inner rotor motor, wherein the inner rotor motor is radially nested within the outer rotor motor;

[0015] The inner rotor motor transmits power to the wheels on one side of the vehicle through the first transmission group, and the outer rotor motor transmits power to the wheels on the other side of the vehicle through the second transmission group;

[0016] The input shaft of the first transmission group reuses the output shaft of the inner rotor motor, and / or the input shaft of the second transmission group reuses the output shaft of the outer rotor motor.

[0017] Preferably, the output shaft of the first transmission group, the output shaft of the second transmission group, the output shaft of the outer rotor motor and the output shaft of the inner rotor motor are coaxially arranged.

[0018] Preferably, the first transmission group and the second transmission group are symmetrically arranged on both sides of the dual-motor assembly in the width direction of the vehicle.

[0019] Preferably, the first transmission group includes: a first input shaft assembly, a first intermediate shaft assembly and a first output shaft assembly;

[0020] The first input shaft assembly reuses the output shaft of the inner rotor motor;

[0021] The driving end of the first intermediate shaft assembly is in driving engagement with the output shaft of the inner rotor motor via a first gear set;

[0022] The driving end of the first output shaft assembly is in driving engagement with the driven end of the first intermediate shaft assembly via a second gear set;

[0023] The driven end of the first output shaft assembly is drivingly connected to a wheel on one side of the vehicle.

[0024] Preferably, the second transmission group includes: a second input shaft assembly, a second intermediate shaft assembly and a second output shaft assembly;

[0025] The second input shaft assembly reuses the output shaft of the outer rotor motor;

[0026] The driving end of the second intermediate shaft assembly is in driving engagement with the output shaft of the outer rotor motor via a third gear set;

[0027] The driving end of the second output shaft assembly is in driving engagement with the driven end of the second intermediate shaft assembly via a fourth gear set;

[0028] The driven end of the second output shaft assembly is drivingly connected to the wheel on the other side of the vehicle.

[0029] Preferably, the first intermediate shaft assembly includes: a first intermediate shaft, a first driven gear mounted on the driving end of the first intermediate shaft, and a second driving gear mounted on the driven end of the first intermediate shaft;

[0030] The first output shaft assembly includes: a first output shaft drivingly connected to a wheel on one side of the vehicle and a second driven gear mounted on the driving end of the first output shaft;

[0031] The first driven gear is engaged with a first driving gear mounted on the output shaft of the inner rotor motor;

[0032] The second driving gear is meshed with the second driven gear;

[0033] The first output shaft is coaxially arranged with the output shaft of the inner rotor motor.

[0034] Preferably, the second intermediate shaft assembly includes: a second intermediate shaft, a third driven gear mounted on the driving end of the second intermediate shaft, and a fourth driving gear mounted on the driven end of the second intermediate shaft;

[0035] The second output shaft assembly includes: a second output shaft drivingly connected to the wheel on the other side of the vehicle and a fourth driven gear installed on the driving end of the second output shaft;

[0036] The third driven gear is engaged with a third driving gear mounted on the output shaft of the outer rotor motor;

[0037] The fourth driving gear is meshed with the fourth driven gear;

[0038] The second output shaft is coaxially arranged with the output shaft of the outer rotor motor.

[0039] Preferably, the stator winding of the outer rotor motor and the stator winding of the inner rotor motor share a set of stator silicon steel sheets.

[0040] Preferably, the stator winding of the outer rotor motor and the inner rotor motor independently use a set of stator silicon steel sheets.

[0041] Preferably, the silicon steel laminations required for the rotor of the outer rotor motor, the stator of the outer rotor motor, the rotor of the inner rotor motor and the stator of the inner rotor motor are simultaneously stamped by the same set of steel sheet dies.

[0042] Preferably, the inner rotor motor and the outer rotor motor are independently torque controlled.

[0043] On the other hand, the present invention also provides an electric vehicle comprising the above-mentioned distributed electric drive system.

[0044] The beneficial effects of the present invention are:

[0045] The radial nesting of the inner rotor motor within the outer rotor motor reduces the overall vehicle size of the dual-motor assembly in the X-direction. The coaxial arrangement of the output shafts of the first and second transmission groups, the outer rotor motor, and the inner rotor motor prevents the first and second transmission groups from occupying excessive X-direction dimensions. These two measures reduce the vehicle size of the distributed electric drive system in the X-direction. Furthermore, by reusing the input shafts of the first and second transmission groups with the output shafts of the inner rotor motor, the input shafts of the first and second transmission groups are no longer required, reducing the vehicle size in the Y-direction. This also reduces the overall weight and cost of the distributed electric drive system due to the reduced X- and Y-direction dimensions of the distributed electric drive system. This reduction in the vehicle size allows for a more integrated distributed electric drive system, reducing its assembly space. This reduced assembly space provides greater wiggle room during assembly, facilitating assembly, and improving vehicle assembly efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] FIG1 is a schematic structural diagram of a distributed electric drive system in various embodiments of the present invention.

[0047] FIG2 is a diagram showing the torque transmission trend during operation of the distributed electric drive system in various embodiments of the present invention. DETAILED DESCRIPTION

[0048] To make the objectives, technical solutions, and advantages of the present invention more clearly understood, the present invention will be further described in detail below in conjunction with specific embodiments and with reference to the accompanying drawings. It should be understood that these descriptions are merely exemplary and are not intended to limit the scope of the present invention. In addition, in the following description, descriptions of well-known structures and technologies are omitted to avoid unnecessary confusion of the concepts of the present invention.

[0049] Example 1

[0050] 1 , a first embodiment of the present invention provides a distributed electric drive system 400, comprising: an integrated dual-motor assembly 300, a first transmission group 100, and a second transmission group 200; the first transmission group 100 and the second transmission group 200 are arranged on both sides of the dual-motor assembly 300 in the width direction of the vehicle; the dual-motor assembly 300 comprises an outer rotor motor 2 and an inner rotor motor 1, and the inner rotor motor 1 is radially nested in the outer rotor motor 2; the inner rotor motor 1 transmits power to the wheels 9 on one side of the vehicle through the first transmission group 100, and the outer rotor motor 2 transmits power to the wheels on the other side of the vehicle through the second transmission group 200; the input shaft of the first transmission group 100 reuses the output shaft 32 of the inner rotor motor 1, and / or the input shaft of the second transmission group 200 reuses the output shaft 42 of the outer rotor motor 2.

[0051] The first transmission group 100 and the second transmission group 200 are arranged on both sides of the dual-motor assembly 300 in the width direction of the vehicle, so that from the perspective of power transmission, the inner rotor motor 1 and the outer rotor motor 2 respectively drive the wheel 9 on one side and the wheel 10 on the other side.

[0052] In the first embodiment, the inner rotor motor 1 in the dual-motor assembly 300 is radially nested on the outer rotor motor 2, so that the length of the dual-motor assembly 300 in the vehicle length direction (i.e., the X direction) is reduced as much as possible, thereby making the structure of the dual-motor assembly 300 more compact; after the structure of the dual-motor assembly 300 becomes more compact, the structure of the distributed electric drive system 400 can also be designed to be more compact in the vehicle length direction.

[0053] Moreover, since the input shaft of the first transmission group 100 reuses the output shaft 32 of the inner rotor motor 1 and the input shaft of the second transmission group 200 reuses the output shaft 42 of the outer rotor motor 2, there is no need to design the input shafts of the first transmission group 100 and the second transmission group 200 separately, the length of the distributed electric drive system 400 in the vehicle width direction (i.e., the Y direction) can be reduced, so that the distributed electric drive system can be designed to be more compact in the vehicle width direction.

[0054] In the first embodiment, there is no limitation on the arrangement of the first transmission group 100 and the second transmission group 200 on both sides of the dual-motor assembly 300, and the first transmission group 100 and the second transmission group 200 can be adaptively improved according to the requirements of the interior space layout of the vehicle.

[0055] Example 2

[0056] 1 , a second embodiment of the present invention provides a distributed electric drive system 400, comprising: an integrated dual-motor assembly 300, a first transmission group 100, and a second transmission group 200; the first transmission group 100 and the second transmission group 200 are arranged on both sides of the dual-motor assembly 300 in the width direction of the vehicle; the dual-motor assembly 300 comprises an outer rotor motor 2 and an inner rotor motor 1, and the inner rotor motor 1 is radially nested in the outer rotor motor 2; the inner rotor motor 1 transmits power to the wheel 9 on one side of the vehicle through the first transmission group 100, and the outer rotor motor 2 transmits power to the wheel 10 on the other side of the vehicle through the second transmission group 200; the input shaft of the first transmission group 100 reuses the output shaft 32 of the inner rotor motor 1, and / or, the input shaft of the second transmission group 200 reuses the output shaft 42 of the outer rotor motor 2; the output shaft of the first transmission group 100, the output shaft of the second transmission group 200, the output shaft 42 of the outer rotor motor 2, and the output shaft 32 of the inner rotor motor 1 are coaxially arranged.

[0057] In the second embodiment, the inner rotor motor 1 in the dual-motor assembly 300 is radially nested on the outer rotor motor 2, so that the length of the dual-motor assembly 300 in the vehicle length direction (i.e., the X direction) is reduced as much as possible, thereby making the structure of the dual-motor assembly 300 more compact; after the structure of the dual-motor assembly 300 becomes more compact, the structure of the distributed electric drive system 400 can also be designed to be more compact in the vehicle length direction.

[0058] Moreover, since the input shaft of the first transmission group 100 reuses the output shaft 32 of the inner rotor motor 1 and the input shaft of the second transmission group 200 reuses the output shaft 42 of the outer rotor motor 2, there is no need to design the input shafts of the first transmission group 100 and the second transmission group 200 separately, the length of the distributed electric drive system 400 in the vehicle width direction (i.e., the Y direction) can be reduced, so that the distributed electric drive system can be designed to be more compact in the vehicle width direction.

[0059] In this second embodiment, in addition to having the same technical effects as the aforementioned first embodiment, the output shaft of the first transmission group 100, the output shaft of the second transmission group 200, the output shaft 42 of the outer rotor motor 2 and the output shaft 32 of the inner rotor motor 1 are coaxially arranged, thereby avoiding the first transmission group 100 and the second transmission group 200 occupying too much X-direction dimension, thereby making the structure of the distributed electric drive system 400 more compact in the vehicle length direction.

[0060] Example 3

[0061] 1 , a third embodiment of the present invention provides a distributed electric drive system 400, comprising: an integrated dual-motor assembly 300, a first transmission group 100, and a second transmission group 200; the first transmission group 100 and the second transmission group 200 are symmetrically arranged on both sides of the dual-motor assembly 300 in the width direction of the vehicle; the dual-motor assembly 300 comprises an outer rotor motor 2 and an inner rotor motor 1, and the inner rotor motor 1 is radially nested in the outer rotor motor 2; the inner rotor motor 1 transmits power to the wheel 9 on one side of the vehicle through the first transmission group 100, and the outer rotor motor 2 transmits power to the wheel 10 on the other side of the vehicle through the second transmission group 200; the input shaft of the first transmission group 100 reuses the output shaft 32 of the inner rotor motor 1, and / or, the input shaft of the second transmission group 200 reuses the output shaft 42 of the outer rotor motor 2; the output shaft of the first transmission group 100, the output shaft of the second transmission group 200, the output shaft 42 of the outer rotor motor 2, and the output shaft 32 of the inner rotor motor 1 are coaxially arranged.

[0062] In this third embodiment, the first and second transmission groups 100 and 200 are symmetrically arranged on either side of the dual-motor assembly 300 in the vehicle's width direction, ensuring that the first and second transmission groups 100 and 200 are of equal length in the vehicle's length direction. This avoids the extra X-direction space occupation caused by the misalignment of the first and second transmission groups 100 and 200, allowing for a more compact design of the distributed electric drive system in the vehicle's length direction. Furthermore, the symmetrical arrangement of the first and second transmission groups 100 and 200 increases the flexibility of the distributed electric drive system 400's shaft system layout, further enabling the standardization and platformization of shaft system components, generating economies of scale and building bargaining power within the ecosystem.

[0063] By radially nesting the inner rotor motor 1 in the dual-motor assembly 300 on the outer rotor motor 2, the length of the dual-motor assembly 300 in the vehicle length direction (i.e., the X direction) is reduced as much as possible, thereby making the structure of the dual-motor assembly 300 more compact; after the structure of the dual-motor assembly 300 becomes more compact, the structure of the distributed electric drive system 400 can also be designed to be more compact in the vehicle length direction.

[0064] Moreover, since the input shaft of the first transmission group 100 reuses the output shaft 32 of the inner rotor motor 1 and the input shaft of the second transmission group 200 reuses the output shaft 42 of the outer rotor motor 2, there is no need to design the input shafts of the first transmission group 100 and the second transmission group 200 separately, the length of the distributed electric drive system 400 in the vehicle width direction (i.e., the Y direction) can be reduced, so that the distributed electric drive system can be designed to be more compact in the vehicle width direction.

[0065] In this third embodiment, because the output shaft of the first transmission group 100, the output shaft of the second transmission group 200, the output shaft 42 of the outer rotor motor 2 and the output shaft 32 of the inner rotor motor 1 are coaxially arranged, the first transmission group 100 and the second transmission group 200 are prevented from occupying too much X-direction dimension, so that the structure of the distributed electric drive system 400 can also be designed to be more compact in the vehicle length direction.

[0066] Therefore, on the basis of the aforementioned embodiment 2, the third embodiment further realizes the integration of the distributed electric drive system 400, making its structure more compact.

[0067] Example 4

[0068] 1 , a fourth embodiment of the present invention provides a distributed electric drive system 400, comprising: an integrated dual-motor assembly 300, a first transmission group 100, and a second transmission group 200; the first transmission group 100 and the second transmission group 200 are symmetrically arranged on either side of the dual-motor assembly 300 in the width direction of the vehicle; the dual-motor assembly 300 includes an outer rotor motor 2 and an inner rotor motor 1, the inner rotor motor 1 is radially nested within the outer rotor motor 2, and the inner rotor motor 1 and the outer rotor motor 2 use a stator independently or share a common stator; the inner rotor motor 1 transmits power to a wheel 9 on one side of the vehicle through the first transmission group 100, and the outer rotor motor 2 transmits power to a wheel 10 on the other side of the vehicle through the second transmission group 200; the input shaft of the first transmission group 100 reuses the output shaft 32 of the inner rotor motor 1, and / or the input shaft of the second transmission group 200 reuses the output shaft 42 of the outer rotor motor 2; the output shaft of the first transmission group 100, the output shaft of the second transmission group 200, the output shaft 42 of the outer rotor motor 2, and the output shaft 32 of the inner rotor motor 1 are coaxially arranged.

[0069] In the fourth embodiment, the inner rotor motor 1 in the dual-motor assembly 300 is radially nested on the outer rotor motor 2, so that the length of the dual-motor assembly 300 in the vehicle length direction (i.e., the X direction) is reduced as much as possible, thereby making the structure of the dual-motor assembly 300 more compact; after the structure of the dual-motor assembly 300 becomes more compact, the structure of the distributed electric drive system 400 can also be designed to be more compact in the vehicle length direction.

[0070] Moreover, since the input shaft of the first transmission group 100 reuses the output shaft 32 of the inner rotor motor 1 and the input shaft of the second transmission group 200 reuses the output shaft 42 of the outer rotor motor 2, there is no need to design the input shafts of the first transmission group 100 and the second transmission group 200 separately, the length of the distributed electric drive system 400 in the vehicle width direction (i.e., the Y direction) can be reduced, so that the distributed electric drive system can be designed to be more compact in the vehicle width direction.

[0071] In this fourth embodiment, the output shaft of the first transmission group 100, the output shaft of the second transmission group 200, the output shaft 42 of the outer rotor motor 2 and the output shaft 32 of the inner rotor motor 1 are coaxially arranged to avoid the first transmission group 100 and the second transmission group 200 occupying too much X-direction dimension, thereby making the structure of the distributed electric drive system 400 more compact in the vehicle length direction.

[0072] For the dual-motor assembly 300 in the fourth embodiment, the inner rotor motor 1 and the outer rotor motor 2 may each use a stator independently, or may share a stator.

[0073] When sharing a stator, the stator windings of the outer rotor motor and the inner rotor motor share a set of stator silicon steel sheets. The inner rotor 12 of the inner rotor motor 1 features an embedded "double-V" magnetic circuit structure, coupling its magnetic field with the stator 11 of the inner rotor motor 1 located outside it. The outer rotor 22 of the outer rotor motor 1 features a built-in "single-type" magnetic circuit structure, coupling its magnetic field with the stator 21 of the outer rotor motor 2 located inside it. By constructing an equivalent magnetic circuit model of the two motors and analyzing the radial and tangential magnetic flux of the two motors, it is possible to decouple the magnetic fields of the inner and outer motors and unify their power and torque.

[0074] When the inner rotor motor 1 and the outer rotor motor 2 each use a single stator, the stator 11 of the inner rotor motor 1 is nested and integrated within the stator 21 of the outer rotor motor 2. In this case, the stator 1 of the inner rotor motor 1 and the stator 21 of the outer rotor motor 2 each have a stator silicon steel sheet, and the two stator silicon steel sheets overlap.

[0075] When the inner rotor motor 1 and the outer rotor motor 2 share a stator, windings are provided on the inner and outer sides of the stator respectively, thereby cooperating with the outer rotor 22 and the inner rotor 12 to realize the motor function.

[0076] Furthermore, in the fourth embodiment of the present invention, based on the nested design of the inner-rotor motor and the outer-rotor motor, regardless of whether the inner-rotor motor 1 and the outer-rotor motor 2 share stator silicon steel sheets, the silicon steel laminations required for the rotor 22 of the outer-rotor motor 2, the stator 21 of the outer-rotor motor 2, the rotor 12 of the inner-rotor motor 1, and the stator 11 of the inner-rotor motor 1 can be simultaneously stamped using the same set of steel sheet dies. This significantly reduces material consumption and lowers product manufacturing costs.

[0077] 1 , the first transmission group 100 in the above-mentioned embodiments 1 to 4 all include: a first input shaft assembly 3, a first intermediate shaft assembly 5 and a first output shaft assembly 7; the first input shaft assembly 3 reuses the output shaft 32 of the inner rotor motor 1; the driving end of the first intermediate shaft assembly 5 is in transmission cooperation with the output shaft 32 of the inner rotor motor 1 via a first gear set; the driving end of the first output shaft assembly 7 is in transmission cooperation with the driven end of the first intermediate shaft assembly 5 via a second gear set; and the driven end of the first output shaft assembly 7 is in transmission connection with a wheel 9 on one side of the vehicle.

[0078] Similarly, referring to Figure 1, the second transmission group 200 in the above-mentioned embodiments one to four all include: a second input shaft assembly 4, a second intermediate shaft assembly 6 and a second output shaft assembly 8; the second input shaft assembly 4 reuses the output shaft 42 of the outer rotor motor 2; the driving end of the second intermediate shaft assembly 6 is transmission-matched with the output shaft 42 of the outer rotor motor 2 through the third gear set; the driving end of the second output shaft assembly 8 is transmission-matched with the driven end of the second intermediate shaft assembly 6 through the fourth gear set; and the driven end of the second output shaft assembly 8 is transmission-connected to the wheel 10 on the other side of the vehicle.

[0079] As needed, the first intermediate shaft assembly 5 and the second intermediate shaft assembly 6 can be arranged symmetrically, and the first output shaft assembly 7 and the second output shaft assembly 8 can be arranged symmetrically, so that the first transmission group 100 and the second transmission group 200 are completely symmetrical.

[0080] 1 , the first intermediate shaft assembly 5 includes a first intermediate shaft 51, a first driven gear 52 mounted on the driving end of the first intermediate shaft 51, and a second driving gear 53 mounted on the driven end of the first intermediate shaft 51. The first output shaft assembly 7 includes a first output shaft 71 drivingly connected to a wheel 9 on one side of the vehicle, and a second driven gear 72 mounted on the driving end of the first output shaft 71. The first driven gear 52 meshes with the first driving gear 31 mounted on the output shaft 32 of the inner rotor motor 1. The second driving gear 53 meshes with the second driven gear 72. The first output shaft 71 is coaxially arranged with the output shaft 32 of the inner rotor motor 1.

[0081] Since the first driving gear 31 is fixedly assembled to the output shaft 32 of the inner rotor motor 1, the output shaft 32 of the inner rotor motor 1 is integrated with the input shaft of the first transmission group 100. For the first transmission group 100, it is no longer necessary to arrange an additional input shaft connected to the output shaft 32 of the inner rotor motor 1, thereby reducing the Y-direction dimension of the distributed electric drive system 400, solving the bottleneck of the vehicle layout, and achieving the design goal of miniaturization, lightweight and low cost of the distributed electric drive system 400.

[0082] 1 , the aforementioned second intermediate shaft assembly 6 includes: a second intermediate shaft 61, a third driven gear 62 mounted on the driving end of the second intermediate shaft 61, and a fourth driving gear 63 mounted on the driven end of the second intermediate shaft 61; the second output shaft assembly 8 includes: a second output shaft 81 drivingly connected to the other side wheel 10 of the vehicle, and a fourth driven gear 82 mounted on the driving end of the second output shaft 81; the third driven gear 62 meshes with the third driving gear 41 mounted on the output shaft 42 of the outer rotor motor 2; the fourth driving gear 63 meshes with the fourth driven gear 82; and the second output shaft 81 is coaxially arranged with the output shaft 42 of the outer rotor motor 2.

[0083] Since the third driving gear 41 is fixedly assembled on the output shaft 42 of the outer rotor motor 2, the output shaft 42 of the outer rotor motor 2 is integrated with the function of the input shaft of the second transmission group 200. For the second transmission group 200, it is no longer necessary to arrange an additional input shaft connected to the output shaft 42 of the outer rotor motor 2, thereby reducing the Y-direction size of the distributed electric drive system 400.

[0084] As shown in FIG2 , in order to solve the bottleneck of vehicle layout in the prior art and achieve the design goal of miniaturization, lightweight and low cost of the distributed electric drive system 400, the distributed electric drive system 400 in the above embodiments adopts independent torque vector control and independent shaft system structure on the left and right sides; that is, the outer rotor motor 2 and the inner rotor motor 1 can be controlled with the same torque or different torques as needed, and the operations of the outer rotor motor 2 and the inner rotor motor 1 do not affect each other.

[0085] When the inner rotor motor 1 starts working, the transmission path of the inner rotor motor 1 passes through the rotor of the inner rotor motor 1, the output shaft 32 of the inner rotor motor 1, the first driving gear 31, the first driven gear 52, the first intermediate shaft 51, the second driving gear 53, the second driven gear 72, and the first output shaft 71, and then transmits the motor torque to one side wheel 9 of the vehicle.

[0086] As shown in Figure 2, when the vehicle is traveling in a straight line, the power transmission path is similar to that of the inner rotor motor 1. When the outer rotor motor 2 starts operating, the power transmission path of the outer rotor motor 2 passes through the rotor of the outer rotor motor 2, the output shaft 42 of the outer rotor motor 2, the third driving gear 41, the third driven gear 62, the second intermediate shaft 61, the fourth driving gear 63, the fourth driven gear 82, and the second output shaft 81 before transmitting the motor torque to the other wheel 10 of the vehicle.

[0087] Specifically, when the vehicle is traveling on a curve, the distributed electric drive system 400 in embodiments one to four uses the decoupling torque control technology of the inner rotor motor 1 and the outer rotor motor 2 to perform differential torque loading on the inner rotor motor 1 and the outer rotor motor 2 based on the additional yaw moment requirement expected by the entire vehicle, thereby achieving differential steering of the wheels on both sides of the vehicle and further reducing the turning radius of the entire vehicle.

[0088] The technical means for differential torque loading of the inner rotor motor 1 and the outer rotor motor 2 are existing technologies. For example, the target yaw rate and target slip angle of the center of mass can be calculated based on the reference vehicle speed, the front wheel steering angle, the rear wheel steering angle, and the peak road adhesion coefficient. The desired additional yaw moment of the vehicle is calculated based on the actual yaw rate of the vehicle, the actual slip angle of the center of mass, the target yaw rate, the target slip angle of the center of mass, and the reference vehicle speed. The target longitudinal force of each wheel is then calculated based on the desired additional yaw moment of the vehicle, preset constraints, and a pre-established optimal tire adhesion function. The target longitudinal force of each wheel is calculated based on the additional yaw moment, preset constraints, and a pre-established optimal tire adhesion function, thereby differential torque loading of the inner rotor motor 1 and the outer rotor motor 2.

[0089] In the above embodiments, the input and output coaxial arrangement structure of the distributed electric drive system 400 composed of the first input shaft assembly 3, the second input shaft assembly 4, the first intermediate shaft assembly 5, the second intermediate shaft assembly 6, the first output shaft assembly 7, and the second output shaft assembly 8 is used to shorten the X-direction size of the distributed electric drive system 400, reduce the structural cost, and improve the system efficiency; according to the nested stacked arrangement structure of the inner rotor motor 1 and the outer rotor motor 2, a deep integrated structural design of the distributed electric drive system 400 is realized, the Y-direction size of the distributed electric drive system 400 is designed to the maximum extent, and the independent torque vector control goal of the left and right sides of the distributed electric drive system 400 is achieved, providing space for continuous performance upgrade of the distributed electric drive system 400; this type of arrangement can also have a variety of different arrangement structure combinations, which are not listed one by one.

[0090] In the above-described embodiment of the present invention, the arrangement of nesting the inner rotor motor 1 within the outer rotor motor 2 reduces the overall size of the dual-motor assembly 300 in the X-direction of the vehicle, thereby reducing the size of the distributed electric drive system 400 in the X-direction of the vehicle. Furthermore, by reusing the output shaft 32 of the inner rotor motor 1 for the input shaft of the first transmission group 100 and the output shaft 42 of the outer rotor motor 2 for the input shaft of the second transmission group 200, there is no need for additional input shafts for the first transmission group 100 and the second transmission group 200, thereby reducing the size of the distributed electric drive system 400 in the Y-direction of the vehicle. Furthermore, the lack of an input shaft assembly reduces the overall weight and cost of the distributed electric drive system 400. Since the size of the distributed electric drive system 400 in both the X- and Y-directions of the vehicle is reduced, the distributed electric drive system 400 is more integrated, reducing the assembly space it occupies on the vehicle. With a smaller assembly space on the vehicle, the operating space is larger during assembly, making assembly more convenient, thereby improving vehicle assembly efficiency.

[0091] After the distributed electric drive system 400 is integrated, the redundancy space for performance upgrade of the distributed electric drive system 400 can be increased.

[0092] An embodiment of the present invention further provides an electric vehicle comprising the distributed electric drive system 400 in the above embodiments.

[0093] It should be noted that the various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same and similar parts between the various embodiments can be referenced to each other.

[0094] Although the preferred embodiments of the present invention have been described, those skilled in the art may make additional changes and modifications to these embodiments once they are aware of the basic creative concepts. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications that fall within the scope of the embodiments of the present invention.

[0095] It should also be noted that, in this document, the terms "center", "up", "down", "left", "right", "vertical", "horizontal", "inside", "outside" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, and are for the purpose of facilitating the description of the present invention and simplifying the description, rather than indicating or implying that the devices or elements referred to must have a specific orientation, be constructed and operate in a specific orientation, and therefore should not be understood as limiting the present invention. In addition, relational terms such as "first" and "second" are used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply that there is any actual relationship or order between these entities or operations, nor should they be understood as indicating or implying relative importance. Moreover, the terms "comprises", "includes" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or terminal device comprising a series of elements does not include those elements, but also includes other elements not explicitly listed, or also includes elements inherent to such process, method, article or terminal device. In the absence of further restrictions, an element defined by the phrase "comprising a ..." does not exclude the presence of other identical elements in the process, method, article or terminal device comprising the element.

[0096] The technical solutions provided by the present invention are described in detail above. Specific examples are used herein to illustrate the principles and implementation methods of the present invention. The description of the above embodiments is only intended to help understand the present invention, and the contents of this specification should not be construed as limiting the present invention. At the same time, for those skilled in the art, according to the present invention, there may be various changes in the specific implementation methods and application scopes. It is not necessary and impossible to enumerate all implementation methods here, and obvious changes or modifications derived therefrom are still within the scope of protection of the present invention.

Claims

1. A distributed electric drive system (400), characterized in that: include: An integrated dual-motor assembly (300), a first transmission group (100), and a second transmission group (200); The first transmission group (100) and the second transmission group (200) are arranged on both sides of the dual-motor assembly (300) in the width direction of the vehicle; The dual-motor assembly (300) comprises an outer rotor motor (2) and an inner rotor motor (1), wherein the inner rotor motor (1) is radially nested within the outer rotor motor (2); The inner rotor motor (1) transmits power to a wheel (9) on one side of the vehicle through the first transmission group (100), and the outer rotor motor (2) transmits power to a wheel (10) on the other side of the vehicle through the second transmission group (200); The input shaft of the first transmission group (100) reuses the output shaft (32) of the inner rotor motor, and / or the input shaft of the second transmission group (200) reuses the output shaft (42) of the outer rotor motor.

2. The distributed electric drive system (400) according to claim 1, characterized in that: The output shaft of the first transmission group (100), the output shaft of the second transmission group (200), the output shaft (42) of the outer rotor motor, and the output shaft (32) of the inner rotor motor are coaxially arranged.

3. The distributed electric drive system (400) according to claim 1 or 2, characterized in that: The first transmission group (100) and the second transmission group (200) are symmetrically arranged on both sides of the dual-motor assembly (300) in the width direction of the vehicle.

4. The distributed electric drive system (400) according to any one of claims 1 to 3, characterized in that: The first transmission group (100) comprises: a first input shaft assembly (3), a first intermediate shaft assembly (5) and a first output shaft assembly (7); The first input shaft assembly (3) reuses the output shaft (32) of the inner rotor motor; The driving end of the first intermediate shaft assembly (5) is in transmission cooperation with the output shaft (32) of the inner rotor motor via a first gear set; The driving end of the first output shaft assembly (7) is in transmission cooperation with the driven end of the first intermediate shaft assembly (5) through a second gear set; The driven end of the first output shaft assembly (7) is in driving connection with a wheel (9) on one side of the vehicle.

5. The distributed electric drive system (400) according to any one of claims 1 to 4, characterized in that: The second transmission group (200) includes: a second input shaft assembly (4), a second intermediate shaft assembly (6) and a second output shaft assembly (8); The second input shaft assembly (4) reuses the output shaft (42) of the outer rotor motor; The driving end of the second intermediate shaft assembly (6) is in transmission cooperation with the output shaft (42) of the outer rotor motor via a third gear set; The driving end of the second output shaft assembly (8) is in driving engagement with the driven end of the second intermediate shaft assembly (6) via a fourth gear set; The driven end of the second output shaft assembly (8) is drivingly connected to the wheel (10) on the other side of the vehicle.

6. The distributed electric drive system (400) according to claim 4, characterized in that: The first intermediate shaft assembly (5) includes: a first intermediate shaft (51), a first driven gear (52) mounted on the driving end of the first intermediate shaft (51), and a second driving gear (53) mounted on the driven end of the first intermediate shaft (51); The first output shaft assembly (7) comprises: a first output shaft (71) drivingly connected to a wheel (9) on one side of the vehicle, and a second driven gear (72) mounted on the driving end of the first output shaft (71); The first driven gear (52) is meshed with a first driving gear (31) mounted on an output shaft (32) of the inner rotor motor; The second driving gear (53) is meshed with the second driven gear (72); The first output shaft (71) is coaxially arranged with the output shaft (32) of the inner rotor motor.

7. The distributed electric drive system (400) according to claim 5, characterized in that: The second intermediate shaft assembly (6) includes: a second intermediate shaft (61), a third driven gear (62) mounted on the driving end of the second intermediate shaft (61), and a fourth driving gear (63) mounted on the driven end of the second intermediate shaft (61); The second output shaft assembly (8) includes: a second output shaft (81) drivingly connected to the wheel (10) on the other side of the vehicle, and a fourth driven gear (82) mounted on the driving end of the second output shaft (81); The third driven gear (62) is meshed with a third driving gear (41) mounted on the output shaft (42) of the outer rotor motor; The fourth driving gear (63) is meshed with the fourth driven gear (82); The second output shaft (81) is coaxially arranged with the output shaft (42) of the outer rotor motor.

8. The distributed electric drive system (400) according to any one of claims 1 to 7, characterized in that: The stator winding of the outer rotor motor (2) and the stator winding of the inner rotor motor (1) share a set of stator silicon steel sheets.

9. The distributed electric drive system (400) according to any one of claims 1 to 7, characterized in that: The stator winding of the outer rotor motor (2) and the inner rotor motor (1) independently use a set of stator silicon steel sheets.

10. The distributed electric drive system (400) according to any one of claims 1 to 9, characterized in that: Silicon steel laminations required for the rotor of the outer rotor motor (2), the stator of the outer rotor motor (2), the rotor of the inner rotor motor (1), and the stator of the inner rotor motor (1) are simultaneously stamped and formed by the same set of steel sheet dies.

11. The distributed electric drive system (400) according to any one of claims 1 to 10, characterized in that: The inner rotor motor (1) and the outer rotor motor (2) independently perform torque control.

12. An electric vehicle, characterized in that: A distributed electric drive system (400) comprising any one of claims 1 to 11.

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